Shift control and servo actuating means for power transmissions



1951 c. A. NERACHER ET AL 2,571,473

SHIFT CONTROL AND SERVO ACTUATING MEANS FOR POWER TRANSMISSIONS Original Filed June 26, 1941 5 Sheets-Sheet l B We ATTORNEYj.

Oct. 16, 1951 c, NERACHER ET AL 2,571,473

SHIFT CONTROL AND SERVO ACTUATING MEANS FOR POWER TRANSMISSIONS Original Filed June 26. 1941 5 Sheets-Sheet 2 Oct. 16, 1951 c, A, NERACHER ET AL 2,571,473

SHIFT CONTROL AND SERVO ACTUATING MEANS FOR POWER TRANSMISSIONS Original Filed June 26, 1941 5 Sheeis-Sheet 3 1951 c. A. NERACHER ET AL 2,571,473

SHIFT CONTROL AND SERVO ACTUATING MEANS FOR POWER TRANSMISSIONS Original Filed June 26, 1941 5 Sheets-Sheet 4 INVENTO R5. Q4/- Warez/Q91;- Z

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- Oct. 16, 1951 c, HE ET AL 2,571,473

SHIFT CONTROL AND SERVO ACTUATING MEANS FOR POWER TRANSMISSIONS Original Filed June 26, 1941 5 Sheefs-Sheet 5 Him wfap

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Patented Oct. 16, 1951 SHIFT CONTROL AND SERVO ACTUATING MEANS FOR POWER TRANSMISSIONS Carl A. Neracher and William T. Dunn, Detroit,

Mich., assignors to Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Application June 26, 1942, Serial No. 448,544, now Patent No. 2,426,234, dated August 26, 1947, which is a division of application Serial No. 399,804, June 26, 1941. Divided and this application July 13, 1946, Serial No. 683,546

16 Claims.

This application is a division of our copending application, Serial No. 448,544, filed June 26, 1942, now Patent No. 2,426,234, which is a division of our copending application Serial No. 399,804, filed June 26, 1941.

This invention relates to power transmissions and is an improvement over the transmission described and claimed in the copending application of Carl A. Neracher et al., Serial No. 383,190, filed in the United States Patent Office on March 13, 1941, now Patent No. 2,333,115, dated November 2, 1943.

In the transmission described and claimed in the aforesaid copending application, Serial No. 383,190, two shiftable sleeves are provided, a forward sleeve adapted for manual shifting and a rear sleeve adapted to be shifted by power means, the arrangement being such that four different driving speed ratios may be obtained. A typical arrangement of final drive ratios when used with a 3.54 to 1 rear axle ratio are as follows:

First, 10.87 to 1 Second, 7.00 to 1 Third, 5.48 to 1 Direct, 3.54 to 1 The aforesaid transmission is further arranged so that the driver may select a high range or low range by manipulation of the manually shiftable sleeve and an automatic shift of the power operated sleeve may be obtained in each range. For all normal driving, it is contemplated that the manually shiftable sleeve will remain in its high range position which restricts the choice of driving ratios to two, i. e. third and direct.

This means that all normal starts will be made in third speed ratio or 5.48 to 1, the vehicle being accelerated in this ratio to a speed in excess of M. P. H. whereupon release of the accelerator pedal will permit an automatic shift of the rear sleeve to direct position giving a driving ratio of 3.54 to 1. The transmission also incorporates means for kickdown operation of the power shiftable sleeve whereby a return to 5.48 to 1 ratio may be effected under cruising conditions when it is desired to accelerate the vehicle at a fast rate.

It would be desirable to provide a higher ratio for starting, in the order of 7.00 to 1, for example, to enable a faster breakaway. However, due to the fact that the same driving ratio is used for kickdown acceleration athigh speeds as is used for starting, some compromise must be resorted to because obviously a kickdown ratio of 7.00

2 cruising speeds without substantially increasing the speed of the vehicle.

For this reason, the transmission gear reduction ratio controlled by the rear sleeve of the aforesaid transmission of said application Serial No. 383,190 was fixed at 1.55 to 1 (giving an overall driving ratio of 5.48 to 1) which is as low as can be considered satisfactory for kickdown operation.

In the present invention, we have provided a transmission similar to that described and claimed in the aforesaid Neracher et al. application Serial No. 383,190, which incorporates a second prime mover for power actuation of the manually shiftable sleeve. By suitably arranging the control instrumentalities, we have provided a combination wherein the rear sleeve is used for kickdown only and remains in direct drive position at all other times, while the forward sleeve is shifted by the second prime mover means from high range to low range automatically upon slowing down of the vehicle preparatory to coming to a stop. Thus all starts ma be made in second speed ratio which provides a torque multiplication of 7 to 1. This arrangement permits a much faster start than is obtainable with a 5.48 to 1 ratio and is entirely automatic, no manual shifting of the sleeve being necessary.

Because of the fact that one sleeve is shifted to obtain a suitable starting ratio and the other is shifted for kickdown operation only, no coinpromising of ratios is necessary and the gears constituting each of the driving arrangements may be suitably proportioned to give proper operating speeds. By decreasing the transmission kickdown ratio from 1.55 to 1 to 1.45 to 1 (with a 3.54 to 1 axle), a more favorable ratio (5.14 to 1) for high speed operation is attained and the starting ratio of 7.00 to 1 is not disturbed although the first speed driving ratio is altered from 10.87 to 1 to 10.25 to 1. This highest ratio, however, is used only in cases of emergency or when an exceptionally fast get-away is desired and is perfectly satisfactory.

Accordingly, it is the principal object of the present invention to provide a simple and economically constructed power transmission which is adapted for full automatic operation.

A further object is to provide a transmission having a pair of shiftable sleeves, one of which is adapted to be shifted automatically in response to vehicle speed and the other of which is adapted to be shifted by power means at the will of the to 1 would cause excessive engine R. P. M. at driver.

sion provides a normal starting ratio of '7 to 1 which is adequate for all ordinary starts, particularly when used with a fiuid coupling. However, when an exceptionally fast start is desired. the accelerator pedal may be fully depressed into its kickdown range whereupon the rear sleeve will be shifted to the underdrive position giving a starting ratio of 10.25 to 1.

Another advantage of the present arrangement resides in the provision made for manual as well as power shifting of the forward sleeve. With such an arrangement, the transmission is adapted for manual operation at all times and the manual operations necessary to select proper driving speed ratios during ordinary driving are greatly reduced.

Another object of our invention is to provide means for relieving torque on the shiftable sleeves when actuating these sleeves to obtain a downshift to a slower speed ratio drive under driveor coast operating conditions of the transmission.

A specific object of our invention is to provide means for interrupting the engine ignition when actuating either shiftable sleeve for effecting a downshift in the transmission.

Another specific object of our invention is to provide means for effecting torque relief on the speed responsive shiftable sleeve of the transmission when effecting a downshift between a relatively fast speed ratio drive and a relatively slow speed ratio drive through neutral which means will accommodate manual shifting of the sleeve from the slow speed ratio drive condition to the neutral condition without torque relief occurring through said means.

A further object of our invention is to provide in a transmission having a clutch member shiftable by power between a relatively fast speed ratio drive establishing position and a relatively slow speed drive establishing position and shiftable to a position intermediate the said drive establishing positions, means for releasably holding said clutch member in at least two of said positions while undergoing a biasing force tending to displace said clutch member from these two positions.

Other advantages and objects of the invention will readily become apparent from a study of the following description:

Fig. 1 is a side elevational view of the power plant and transmission for a motor vehicle;

Fig. 2 is a plan view somewhat diagrammatically illustrating the power transmission assembly in relation to the vehicle driving ground wheels;

Fig. 3 is a sectional view of the remote control hand shift mechanism taken as indicated by line 3-3 of Fig. 1;

Fig. 4 is a top plan view of the Fig. 3 mechanism taken as indicated by line 4-4 of Fig. 1;

Fig. 5 is a sectional view along line 5-5 of Fig. 1 showing a portion of the remote control shift;

Fig. 6 is a detail sectional view taken as indicated by the line 56 of Fig. 5;

Fig. '7 is an enlarged. sectional view of a portion of the dash mounted control of Fig. 1;

Fig. 8 is a transverse sectional view looking forwardly, showing the transmission portion of the remote shift mechanism;

Fig. 9 is a side elevational view taken as indicated by line Il-H of Fig. 8 and showing the transmission with the cover removed;

Fig. 10. is a fragmentary sectional view of the governor drive;

Fig. 11 is a sectional view through the upper vacuum operated servo-motor illustrated in Fig. 15;

Fig. 12 is a similar view showing the servomotor in its actuated position;

Fig. 13 is a detail section along line l5--I5 of Fig. 12; i

Fig. 14 is a sectional view through the lower vacuum operated servo-motor of Fig. 15, the parts thereof being shown in neutral; and

Fig. 15 is a schematic view of the operating elements and wiring diagram of the transmission control mechanism.

We have illustrated the principles of our invention in connection with a motor vehicle drive wherein the usual engine A transmits its drive through clutching means within casing 50, the drive then passing through the change speed transmission D and propeller shaft 5! (Fig. 2) to the differential 52 and thence to the vehicle ground wheels 53 where it is desired to drive the rear wheels according to present day practice.

By preference, the arrangement is such that a faster rear axle ratio is afforded than is generally customary so that when the transmission is in direct drive, the car is driven in the equivalent of an overdrive ratio between the engine A and wheels 53. Our arrangement provides such conveniently operable 'kickdown or shift to a reduction drive from direct that the aforesaid arrangement. is practicable thereby obtaining advantages of economy, long life and quietness of operation without the disadvantages of sluggish operation which is especially objectionable in city driving.

The engine A has the customary intake manifold 54 and carburetor riser 55 containing a throttle valve 56 operable by a lever 51 throughout a range of movement between the illustrated closed throttle position for engine idling and wide open throttle position. Lever 51 is adapted to be adjusted by a driver operable accelerator pedal 59 pivotally mounted at 50 on the toe board 5| to swing downwardly against a restoring spring 62 thereby to thrust through a system of pivotally jointed links 63, 64 and a connecting lever 55, the latter being pivotally supported at 65.

The lever has fastened thereto a second lever 13 directed forwardly to provide spaced fingers l4, 15 in the path of an actuator 18 of a snap switch 11 which controls the kickdown shift mechanism.

The kickdown shift mechanism operates in response to manipulation of the accelerator pedal 59 to substantially wide open throttle position whereupon the engine is momentarily unloaded as by shorting the ignition thereof and disengagement of the synchronous clutch sleeve, which constitutes one of the automatically shiftable members in the transmission, is effected to change the transmission driving ratio from direct to underdrive. The throttle being open under such conditions will cause the engine to rapidly speed up as soon as the ignition circuit has been restored and the underdrive mechanism will automatically become effective as will be presently made apparent. The ignition circuit, after interruption during kickdown, is not dependent upon restoration of the pedal 59 but is restored by other means which will be described.

We preferably transmit the drive from the engine A to the transmission D through disengageable clutch means in the casing 50 comprising a fluid coupling of the kinetic type, preferably in conjunction with a releasable friction clutch of conventional design, both shown in said Patent 3 the friction clutch being employed to facilitate manual shifts in the transmission D and to accommodate stopping of the car in gear without tendency of the coupling B to cause creep particularly in such instances Where the engine idle is set high as during winter starting.

As also shown in said Patent 2,426,234, the driven clutch disc of the friction clutch is fixed to a drive shaft extending into the housing of the transmission D where it is formed with a drive pinion 90 and a set of clutch teeth IOI which are adapted to be engaged by a slidable clutch sleeve Q drivingly connected to the shaft 93. When the sleeve Q is shifted forwardly to engage the teeth IOI- a direct drive is established between the engine and the shaft 93. The sleeve Q has a neutral position, shown in Fig. 9, from which it may be shifted by the yoke H2 fixed to a shift rail II3 to establish the direct drive aforesaid and also may be shifted rearwardly to engage clutch teeth IIO on the low range driving gear I09 to establish a low speed drive through the countershaft gearing.

Patent 2,426,234 also shows the shaft 93 driving the annulus member of an underdrive planetary gearing and which may be established in a direct drive by a clutch sleeve R movable forwardly to engage the annulus member.

Referring now particularly to Figs. 8 and 9, it may be seen that the shift yoke I I2 is provided with a lug I3I and a slot I32. The lug I3I is adapted to be engaged by a finger I33 carried by a trunnion member I34. The latter is carried by a rockshaft I35 journalled in the cover I36. A pin I31 rockably secures the trunnion I34 on the rockshaft as illustrated. The finger I33 is also adapted to engage a slot I38 in the reverse shift yoke I20 when rocked about the axis of the pin I31.

A spring I39 carried by the rockshaft I35 biases the trunnion I34 to such position that the finger I33 tends to remain engaged with the yoke I I2. A lever I40 pivoted in the cover at I4I bears on the finger and is operable to rock the trunnion about the axis of pin I31 to engage the finger with the reverse shift yoke I20. Suitable detents I42 are provided to yieldably retain the rails in their shifted positions in accordance with usual practice.

The lever I40 is operated by a lever I43 (Figs. 1 and 8) pivoted on the outside of the cover I36 by means of the pin I4I, a Bowden cable I56 being attached to the lower end thereof (Fig. 1). The rockshaft I35 is operated by a shift lever I41 which is attached by linkage about to be described to the manually operated remote shift apparatus.

The slot I32 in yoke H2 is adapted to receive a finger I44 carried by a rockshaft I45 to which a shift lever I46 is connected as shown in Figs. 8 and 12. The shift lever I46 is adapted for operation by a servo-motor E as will be described. The servo-motor E is preferably actuated by vacuum from the intake manifold 54 and is adapted to swing the lever I46 in one direction by spring pressure and in the opposite direction by differential fluid pressure operation of the piston.

The remote control mechanism for operating the shift lever I41 and Bowden wire mechanism I58 will now be described, reference being made to Figs. 1, 3 and 6, inclusive, and to 12, inclusive. As may be seen from Figs. 1 and 3, the fixed steering post I59 of the vehicle housing the usual steering shaft I60 is operated by the hand engageable steering wheel I6I. Rotatably J'ournalled within the post I59 is a hollow shaft assembly I62 connected by pivot pins I63 with the yoked inner end I64 of a manually operable shift lever I65 which extends outwardly through an arcuate opening I66 formed in the head I61 which is fixed to post I59. Movement of lever I65 fore and aft about the axis of shaft I62 will oscillate this shaft about its axis while movement of the lever up and down will rock the lever about a fulcrum I68 to cause reciprocation of shaft I62 along its axis.

At the lower end of shaft I62, there is a lever I69 fixed thereto, this lever having an intermediate inside face portion I10 always engaged by the upper end of a plunger I1I fixed to the upper end of the Bowden wire I58. A spring I12 operates to yieldingly urge plunger I1I upwardly into engagement with lever face I10 as shown in Fig. 5. A link I13 has its forward end pivotally engaged with the outer end of the lever I69, the rearward end of this lever being connected to a bell-crank lever I14 pivotally mounted on the engine A at I15. The bellcrank operates a second link I16 which has articulated connection with the shift lever I41.

Forward drive setting of the transmission is effected by swinging shift lever I65 in a clockwise direction while in its lower path of movement whereupon lever I41 will be operated and finger I33 will be swung out of engagement with lug I3I of yoke H2. The spring in the servo-motor E (to be described in detail later on in this specification) will then move the yoke II2 rearwardly through the intermediary of the lever I46 and finger I44 and sleeve Q will be engaged with clutch teeth IIO of gear I09. Energization'of motor E by means to be described will cause sleeve Q to be shifted to engage clutch teeth IOI of gear 90. When sleeve Q is in its rearward position the drive to shaft 93 is a reduction drive and when sleeve Q is in its forward position the shaft 93 is driven in direct drive with the engine.

As further shown in said Patent 2,426,234 aforesaid, shaft 93 drives the annulus gear of a planetary reduction gearing, the sun gear of which is held from reverse rotation by a oneway couplin and the spider of which is splined to the tail shaft of the transmission. A clutch member R is carried by the spider and is movable into engagement with the annulus member to directly drive the tail shaft from the shaft 93. When the sleeve R is disengaged from the annulus a reduction drive is obtained through the planetary gearing.

Clutch sleeve R is shiftable by a shift yoke 202 which rotatably engages the same in the usual manner. The yoke 202 has an integral elongated boss portion 203 which is slidably carried on a shift rail 204. The yoke 202 is operated by means including a shiftlever 2I0. The upper end of the lever 2I0 is operably connected by a link 2 with the operating rod 2I2 of the servomotor F.

The servomotor F in the present embodiment is of the so-called vacuum type as the fluid medium used on the motor piston is rendered effective by subjectin the piston to the vacuum of the intake manifold of the engine (see Fig. 11). Thus, a chamber or cylinder 2I3 houses a piston 2I4 of the diaphragm type, the latter being fixed to a hollow piston rod 2I5 which has the front and rear abutment members 2I6, 2I'I assembled therewith in fixed relationship. Air under atmospheric pressure is unrestrictedly present in intake manifold of the engine A or else with the atmosphere when the chamber H9 is vented.

The motor housing 220 slidably receives the front end of the piston rod 2 I and has a chamber 22I which is open to chamber 2I9 by a passage 222. Upper and lower valve seats 223, 224 deflne passages for respectively controlling the venting and vacuum supply to chambers HI and H2. A second passage 225 through the motor housing 220 connects the chamber 22I with the outside atmosphere under certain conditions of operation and the chamber 22I is placed in communicatlon with the low pressure of the intake manifold under other conditions of operation by way of chamber 226 and passage 22'I.

In order to control the admission'of vacuum or atmospheric pressure into the chamber 2I9, we have provided an electrical solenoid L having an armature plunger 228 yieldingly urged downwardly by a spring 229. This armature plunger has a lower extension formed with valve parts 222, 22I adapted respectively to engage the valve seats 222, 224 thereby to close and open the passages through said seats. In Fig. 11 the solenoid L is shown in energized condition, the armature 222 being raised against spring 229 seating valve I and opening valve 230 thereby venting cham- .ber 2I9 to the atmosphere by way of passage 222, chamber HI and passage 225 and permitting piston 2 under certain conditions hereinafter set forth to move rearwardly under the action of a spring 232 to move clutch sleeve R to its disengaged position. In Fig. 12, the solenoid L is shown deenergized, the armature 228 having been lowered by spring 229 thereby setting valve 220 for opening valve 2: and cutting off communication between the chamber MI and the atmosphere and opening chamber 22I to the vacuum supply, vacuum always being present in chamber 226 during operation of the engine A. Lowering of the pressure in chamber 2I9 causes piston 2 to move forwardly compressing spring 222 and moving rod 2I5 forwardly or to the left as viewed in Figs. 11 and 12.

In order to provide a yielding power transmission between piston 2 and clutch sleeve R, a thrust transmitting compression spring 222 is disposed within the hollow rod 2I5, one end of v 8 rod 2 I2 to the extent of the gap 221 between abutment 2" and the end of the enlarged portion of the rod 2i2. When, with the parts positioned as shown in Fig. 12, solenoid L is energized to vent chamber 2", it will be apparent that rod 2 I2 may remain stationary while spring 222 moves piston 2 I4 rearwardly until the abutment 2 I I engages the shoulder 222 of rod 2I2. This arrangement is utilized to effect unloading of the clutch teeth I", I8I whereby sleeve R may be shifted out of clutching osition as will be presently made clear. Therefore, after the piston has closed the gap 221m unloading the clutch teeth, spring 222 thereupon moves the piston 2 to the Fig. 11 position releasing the sleeve R.

The unloading of sleeve R is accomplished by the momentary grounding or shorting of the engine ignition system under control of an ignition interrupting switch N. This switch has terminals 222, 240 open as shown in Figs. 11 and 12 for normal operation of the engine ignition system and closed to render the ignition system inoperative in conjunction with further controls to be described. The switch terminals are bridged and the switch thereby closed by a movable contact 2 in the form of a reciprocable plunger resting on a ball detent 242 which in Fig. 11 is seated in groove 242 of rod 2Ii thereby allowing switch spring 244. to hold contact 2 away from the terminals 229 and 240.

When the piston 2 I4 is at the limit of its pressure fluid operated stroke (Fig. 12), a second groove 245 receives the ball 242 to allow switch N to remain open. However, whenever the piston moves between the Fig. 11 and Fig. 12 positions,. switch N is closed and depending upon other conditions, the engine ignition may then be interrupted. Thus, when the motor F is vented in Fig. 12 position, the piston 2 in taking up gap 221 will cause ball 242 to close the switch at the completion of the rearward stroke of the piston the ball will enter groove 242 and the switch will be opened.

the'spring being seated on the abutment 2 I1 and the other end being seated on a head 224 of a rod 222 which extends through spring 222 as a forward extension of the rod 2I2. It may thus be seen that when piston 2 I4 is forced forwardly by the action of the pressure fluid thereon, rod 2 I2 and sleeve R may move forwardly only to the blocked position of the sleeve while the piston 2 I4 may continue movement to the end of its stroke accommodated by loading of spring 223 against the head 224. Then when the mechanism has functioned to synchronize the teeth I80, I8I, as will be explained later on in the description, rod 2I2 will be actuated by the preloaded spring 222 to move the clutch sleeve R forwardly into engaged position, the teeth I8I thereof meshing with the teeth I80 of the annulus gear I26.

In Fig. 12, the rod 2I2 has moved forwardly to the limit of its travel, the sleeve R being fully clutched whereas the piston 2 I4 has overtraveled In order to latch the sleeve operating means into clutch engaging position so that once the motor F has been operated by pressure fluid to engage the clutch sleeve R with the annulus gear, the sleeve will not thereafter tend to disengage because of variations in the pressure on opposite sides of the piston 2, a mechanism is provided which operates independently of the fluid pressure operated means. This mechanism also permits the pressure fluid to load the sleeve operating means for clutching shift in advance of actual cltuching of the sleeve R so that loss of pressure fluid after loading will not effect the subsequent clutching engagement of the sleeve. This feature is particularly advantageous in connection with the use of intake manifold vacuum for operating the piston because the presence of a vacuum depends of course upon the throttle valve opening and accelerator pedal position.

The latching mechanism comprises. a latch member 248 pivoted at 241 in chamber 222 yieldingly urged downwardly by "rat trap spring 248 so that when solenoid L is deenergized, the lower end of the latch will engage the forward end of a latch groove 249 in rod 2 I! when the piston 2 I4 is urged forwardly on its power stroke, to thereby hold the piston in the Fig. 12 position independently of the continued presence of vacuum in chamber 2I2.

The latch member 242 has a pair of in-turned lugs 25!! (Fig. 13) which when the parts are in their Fig. 12 position overlie a shoulder III formed on the lower end of the plunger 228, there being a clearance between the shoulder and lugs so that latch 248 may seat independently of the seating of the armature valve part 239 such that when the solenoid L is energized to vent motor F, the armature 228 will have a certain freedom of movement for a hammer-blow contact with the lugs 258 so as to insure release of latch 246 from groove 249.

As a means of manually engaging clutch sleeve R with the teeth I88 of the annulus gear I26 in cases where the vacuum supply fails, we have provided independent control devices operable by the driver and best shown Figs. 1, 7, 11 and 12. The vehicle dash 252 carri, s a knob 253 connected to a Bowden wire me'bhanism 254 with the abutment 2l6 so that when the driver pulls the knob, the piston 214 will be moved forwardly the same as though pressure fluid was causing its power stroke and clutch sleeve R will be engaged.

Inasmuch as the solenoid L will ordinarily be deenergized at this time, the latch 246 will function to hold the sleeve engaged but it is desirable with our illustrated arrangement to render the solenoid L inoperable to unlatch the rod 2I5 if there is no vacuum so that the piston 2|4 will stay in the Fig. 12 position after the above de scribed manual operation. To this end we have provided a dash switch P (Fig. 7) which comprises a pair of electrical terminals 255, 256 n-ormally bridged to close the switch by a spring contact piece 251 held in position by a suitable dog 258 fixed to the Bowden wire 254. When the knob 253 is in its inoperative position as shown in Fig. 1, the contact piece 251 of switch P com- 51 position 251' to open switch P which will thereby maintain solenoid L deenergized so that latch 246 may function.

Referring now to Fig. 14, it will be seen that the motor E which actuates the sleeve Q is similar to the motor F except for changes made necessary because of the necessity for providing an intermediate piston position corresponding to the neutral position of the sleeve.

The motor E is supplied with vacuum through a pipe 268 which leads from the intake manifold to a valve V. The valve V has a stem 26l formed integrally with the plunger 262 of a solenoid 263. A spring 264 urges the stem downwardly against the seat 265 to cut off vacuum from pipe 266 which leads to chamber 262 of motor E. When solenoid 263 is energized, the plunger 262 moves upwardly and opens the pipe 266 to suction. The piston rod 268 is provided with two latch grooves 269, 218 for reception of the latch member 21| which is adapted to latch the rod in direct and neutral positions. The rod 268 is connected through a rod 212 to the shift lever 146, a spring 213 being arranged between the rods to provide a lost motion connection similar to that described above in connection with motor F.

The diaphragm 214 is moved in one direction to shift the sleeve Q into low range driving position by a spring 215 and in the opposite direction to shift'the sleeve into direct driving position by vacuum admitted through passage 216. A vent passage 211 is also provided.

Whenever the car is being driven, the countershaft cluster 91 is drivingly connected with the Ill) 10 intermediate driven shaft 93 and this relationship is conveniently utilized for controlling the automatic operation of the sleeve Q as a function of car speed in a manner now to badescribed.

Referring to Fig. 10, it may be seen that the cluster gear I81 drives a worm 218 having a shaft portion which drives a governor controlled speed responsive switch G of any suitable type. The switch mechanism G is so constructed that a differential is effected in the operation thereof such that as the car is accelerated or brought to a stop the switch G is caused to close at a much slower car speed than that required to open the switch although such relationships may be varied as desired. However, for reasons presently apparent, we prefer to hold the switch G open during normal stopping of the car in traffic until the car in its direct speed ratio has been decelerated to a speed slightly less than the normal idling speed of the engine A in order that the reversal of torque necessary to unload the clutch sleeve Q may be effected.

Referring now to Figs. 8-10, it may be seen that the trunnion I34 is provided with a tab 288 which is adapted, when the finger I33 is in engagement with the yoke II2, to engage a plunger 28l of a switch 282 when the rockshaft I35 is rocked in a direction toward the paper in Fig. 8. This action closes the switch 282 thereby energizing solenoids L' and 263 (as will be explained in detail) and effects release of the latch 211 from the groove 269 while at the same time opening the pipe 266 to suction.

The switch 282 is in such position that the plunger 28I thereof is not engaged by the tab 288 when the finger I33 is engaged with the reverse yoke I28 and a pin 283 is disposed (Fig. 8) in such position with relation to the tab 288 that it holds the trunnion I34 in its rocked position while the reverse gear H8 is engaged thus preventing accidental unlocking of the motor push rod 212.

A switch 284 is mounted in the casing in such position that the plunger 285 thereof is engaged by the reverse rail I38 when the latter is in neutral position. The switch 284 is closed under such conditions and opens by spring pressure in response to shift of the rail I38. When the switch opens the motor F is rendered inoperable to shift sleeve R into kickdown position as will be presently made clear.

Referring to Fig. 15, it may be seen that the vehicle battery 286 is connected to ground at 281 and to the starting motor 288 by a wire 289. From the starting motor, a wire 298 is connected to the vehicle ammeter 29I and a wire 292 leads to the ignition switch 293. From the ignition switch a wire 294 leads to one side of the solenoid L to which it is connected by a jumper 295, the other side of the solenoid L being connected by a wire 296 and through switches 284 and P to the kickdown switch 11, the other side of which is connected to ground at 291.

The wire 296 connects with a wire 298 which leads to one side of the ignition grounding switch N and the other side of the switch N is connected through a wire 299 with a wire 388 which leads through a clutch pedal actuated switch 38I to the distributor 382. A jumper wire 383 connects the distributor with the ignition coil 384, the other side of said coil being connected to the hot wire 294 by a jumper 385. The hot wire 294 also leads through the switch 282 to one side of the solenoid L of the motor E to which it is connected by 11 the jumper 888. The other side of the solenoid L is connected through a wire 881 to one side of the governor switch G, the latter being rounded at 8I8.

The wire 881 also connects with one side of the ignition grounding switch N, the other side of this switch being connected with the wire 888 which leads through the clutch pedal switch 88I to the distributor and ignition coil. The actuating solenoid 288 of the valve mechanism V is connected by a jumper ill to the wire 284 and is grounded at 8I2.

The operation of the transmission is as follows:

Let it be assumed that the motor vehicle is at rest with the engine stopped, the ignition switch 288 in the off position and the manually shiftable control lever I85 in neutral. Under such conditions, there will be no current on in any of the actuating circuits of Fig. 15. Therefore, the motor E will be in the condition shown in Fig. 14, the latch member 21I being engaged with the groove 288 under the influence of the spring 228', thereby locking the actuating rod 288 in the position corresponding to the neutral position of the sleeve Q. The valve member 28I of the valve V will be positioned as shown in Fig. 14, the spring 284 of' the solenoid 288 urging the plunger 282 downwardly. closing the valve and cutting off the vacuum from the motor E. The sleeve R will be engaged with the annulus gear of the planetary, the motor F being in the position shown in Fig. 12 with the actuating rod 2I8 locked in the direct drive position by the latch member 248, the spring 228 urgin the plunger 228 to such-position that the rod 2 I8 remains locked in direct drive position whenever the solenoid L is deenergized. It will' be noted in this connection that the sleeve R is normally in direct drive position when the vehicle is brought to rest with the manual control in neutral vacuum being then "on in the motor F, and although the vacuum is lost when the engine is stopped, the sleeve R is retained in direct drive position by the latch 248 as aforesaid, since the solenoid L circuit is then open.

As soon as the ignition switch 288 is turned on preparatory to starting the engine A by the usual starting apparatus, wire 284 will be connected to the battery 288. The position of sleeve R will not be disturbed, however, because the circuit to ground throu h the solenoid L is incomplete, the kickdown switch 11 being open. The circuit to the solenoid L and the solenoid 288 is also incomplete because under the aforesaid conditions, the switch 282 is open. Therefore, the sleeve Q will remain in the neutral position.

In order to set the transmission mechanism for forward drive, the operator depresses the clutch pedal 84 thereby releasing the main clutch C and swings the manually operable shift lever I88 in a clockwise direction while holding it in its lower path of movement, which action shifts the finger I83 of the trunnion I84 away from the projection I3! of the yoke H2 to low range position due to the lost motion connection therebetween and closes the switch 282 by engagement of the tab 288 of the trunnion with the plunger 28I thereof. Immediately that the switch 282 is closed, solenoid L and solenoid 282 are energized. The plunger 228' of solenoid L' moves upwardly to unlatch the rod 288 and at the same time cut oil communication between the chamber 281 and the chamber 2I8' of the motor E. Spring 218 will thereupon immediately thrust the diaphragm 214 forwardly which action swings the lever I48 (Fig. 15) clockwise about the shaft I48 and Shift the yoke II2 rearwardly of the transmission thereby engaging the sleeve Q with the clutch teeth II8 of the low range driving gear I88 (Fig. 9). At the same time the plunger-J82 of solenoid 288 has moved upwardly, opened the valve and established communication between the pipe 288 and pipe 288. In view of the fact that the clutch pedal 84 is depressed at this time, the sleeve Q will undoubtedly move into engagement with the clutch teeth I I8 without interference by the blocker teeth II1. Therefore the spring 218 of the motor E has no function at this time.

The driver may then engage main vehicle clutch C and accelerate the vehicle forwardly, the planetary gearing in the rear of the transmission casing then being locked up in 1 to 1 ratio as aforesaid. As mentioned in the first part of the specification, it has been found that with the above arrangement of gearing, a starting ratio 'of 7.00 to l may be obtained, which ratio provides satisfactory breakaway particularly when used with a fluid coupling.

Should the teeth of sleeve Q dead end against teeth H8 or teeth I I1 when the latch is released, the spring 218 will remain compressed and the sleeve will be biased toward its engaged position.-

Immediately upon slight rotation of shaft 88 when the clutch is engaged, the sleeve Q will complete its rearward movement to engage teeth II8.

When the vehicle has been accelerated to a speed at which the contacts of the governor switch G open (for example, 15 M. P. H.) the solenoid L will be deenergized (the switch 282 being closed since the manual shift lever is still in forward position and will normally be maintained there except 'when the vehicle is to be set for reverse drive) and solenoid plunger 228' will be moved downwardly by spring 228' cutting off communication of the motor cylinder. of motor E with the atmosphere and opening the chamber 2 I8 to suction through pasage 218 whereupon piston diaphragm 214 will thrust rearwardly compressing springs 215 and 218. This movement will shift the rod 288 to such position that the groove 218 will receive the latch member 2H and the rod will be retained in its shifted position regardless of vacuum conditions existing in the manifold. During the movement of the rod 288 from its low range position to high range position, the switch N will be momentarily closed. This closing of the switch N, however, has no function at this time since the switch G is in open circuit position and, when it takes place under conditions during which the vehicle is being accelerated, is unnoticeable.

When the rod 288 of the motor E is latched in its high range position, spring 218 is exerting a rearward thrust on shift lever I48 and consequently sleeve Q is urged forwardly. However, because of the driving load on the internal teeth of the sleeve Q, the latter cannot be shifted until torque is relieved, which action may be accomplished by momentary release of the accelerator pedal. At the instant the accelerator pedal is released and the driving'torque of the motor drops, the driving force imposed on the teeth I82 of the sleeve Q by the clutch teeth II8 of the gear I88 will be relieved and the sleeve Q will be rapidly shifted forwardly out of engagement with the clutch teeth I I8 and toward engagement of clutch teeth I8I of main drive pinion 88. The sleeve Q, however, will not shift into engagement with the clutch teeth I8I until the pinion 88 and shaft 88 which carries the sleeve Q are rotating at synchronous speed, engagement of the sleeve teeth with the clutch teeth IDI being prevented by the action of the blocker member 4 in the well known manner. However, as the throttle has been closed by release of the accelerator pedal, pinion 90 which has been rotating at a faster rate than shaft 93 falls off in speed with the engine and at the instant that the rotational speed of the pinion 90 falls to the speed of the shaft 93 and sleeve Q, the latter will be shifted through the blocker teeth to engage the clutch teeth I01. The sleeve Q is then in high range or direct drive position and depression of the accelerator pedal will result in the vehicle being driven in direct drive ratio.

The vehicle will continue to be driven in direct drive so far as the'clutch sleeve Q is concerned so long as the speed of the vehicle is maintained above the speed at which the contacts of the governor switch G are designed to close. It has been found that a governor switch closing speed of approximately 10 M. P. H. is suitable for average driving conditions When the governor switch G closes, solenoid L' is energized and plunger 22B moves upwardly unlatching the rod 268 and permit the spring 215 to thrust the rod 258 forwardly to take up the clearance existing between the head 21'! and the rear end of rod 212. This clearance is slight and corresponds to the clearance 23'! illustrated in Fig. 12 for the motor F and permits the rod 268 to move forwardly sufiiciently to close the switch N', which action connects the distributor 302 to ground, thereby shunting the ignition system and relieving the driving thrust existing between the clutch teeth lfll and the sleeve Q. Upon release of said driving thrust, the spring 215 of motor E thrusts the rod 212 forwardly to the full extent of movement permitted the diaphragm 214 and the sleeve Q is shifted rearwardly into engagement with the clutch teeth N of the low range driving gear I09 under control of the blocker member II! as hereinafter explained. The ignition system is restored at the instant that the sleeve Q reaches neutral position as can be readily understood by a reference to Fig. 14 wherein it may be seen that the groove 244 which is adapted to receive the ball operator of the switch N is elongated in such manner that the switch N is open in both neutral and low range position. The vehicle will thus be driven in low range until it is again accelerated to a speed above the opening speed of governor switch G whereupon the shift to high range may be accomplished by momentary release of the accelerator pedal as aforesaid. noted that when the vehicle is being driven in high range, the speed of the pinion is the same as that of the shaft 93 while-the gear I99 is being driven through the'countershaft cluster 91 at a slower speed relatively thereto. Thus, the shift of the sleeve Q from high range to low It should be range may be readily accomplished, the blocker main clutch and lever IE5 is swung in a counterclockwise direction to neutral position whereupon the sleeve Q will be moved to neutral position against the force of the spring 215 and the switch 282 will be opened permitting the spring 229' to latch the rod 268 in neutral position. At the same time, solenoid 263 will be deenergized and the plunger 262 will out off communication between the pies 260 and 266. This latter action is necessary in order that the sleeve Q may be retained in neutral position because when the switch 282 is open to deenergize the solenoid L to permit latching of the rod 268 in neutral, communication between chamber 261 and 218 of the motor E is established and unless the vacuum existing in pipe 266 is cut off, the sleeve Q would be moved to high range position, the latch 2'" of course being incapable of latching the rod 268 against movement in both directions.

The kickdown mechanism for controlling the clutch sleeve R will now be described. This kickdown control functions to step down the drive from direct to a 1.45 to 1 underdrive ratio (5.14 to 1 over all with a 3.54 to 1 rear axle ratio) in high range and to a 10.25 to 1 ratio when the sleeve Q is in low range position. Assuming that the vehicle is being driven in high range with the sleeve Q in forward position and faster acceleration is desired than that obtainable through opening the vehicle throttle, depression of the accelerator pedal to wide open throttle position will close kickdown switch 11 and establish the main kickdown circuit through wire 296 to solenoid L. This results in energization of the solenoid L which raises latch 246 and allows spring 232 to move diagram 2I4 and rod 2l5 rearwardly to take up gap 231. This closes switch N and established a kickdown ignition control circuit through wires 299 and 309 which interrupts the engine ignition and unloads clutch sleeve R, the latter thereupon being immediately shifted rearwardly from its direct drive position to its underdrive position, the engine ignition being immediately restored upon the ball operating member of the switch N dropping into the foremost of the grooves 243. The action of the various parts of the servo-motor F can be readily understood by reference to Figs. 11 and 12. Fig. 12 shows the parts of the servo-motor F in the direct drive position while Fig. 11 shows them in kickdown position. Inasmuch as the accelerator must be fully depressed to cause operation of the kickdown mechanism, as soon as the ignition is restored the engine will rapidly speed up under wide open throttle conditions and the reaction through the planetary gearset will immediately cause lock-up of the sun gear against the casing through the over-running clutch provided therefor as seen in Patent 2,246,234 aforesaid and the vehicle will be accelerated in underdrive at a reduced speed ratio which is adequate to provide high speed acceleration of the vehicle without unduly high engine R. P. M. The whole cycle of kickdown operation takes place very rapidly and smoothly and is entirely responsive to the natural movement of the accelerator pedal downwardly into kickdown position. This kickdown function is conveniently used as a fast accelerating drive for obtaining more favorable torque multiplication as, for example, when passing other cars on the road, climbing hills, etc. When the accelerator pedal 59 is released, a direct drive through the planetary gearset is automatically synchronously obtained. By preference, this direct drive is not restored after kickdown until the accelerator pedal 59 is substantially fully released, it being noted from the drawing that the accelerator pedal is substantially fully released.-

This prevents undesired operations of the kickdown mechanism and changes in the speed ratio within a narrow range of accelerator pedal movement and is more fully explained in the aforesaid copending application of Neracher et al., Serial No. 383,190. Therefore, the kickdown switch 11 when closed maintains the solenoid L energized and the solenoid is not deenergized to latch the,

piston rod 2|5,-in direct drive position until the accelerator is substantially fully released, this release also serving to cause the vacuum to operate the piston rod forwardly thereby to shift sleeve R into engagement with the teeth of the annulus gear under synchronous control of a blocker shown in said Patent 2,246,234.

when driving in low range below the speed at which the governor switch G operates to effect shift of the sleeve Q, the accelerator pedal may be depressed into kickdown range to effect release of the sleeve R and emergency low speed ratio drive will be immediately established in a manner similar to that Just described. Likewise, ordinary low range speed ratio will be reestablished upon releasing of the accelerator pedal in the manner aforesaid. Kickdown of the sleeve R whilethe' sleeve Q is in low range position provides an overall speed ratio reduction drive of 10.25 to l which provides sufficient torque multiplication for climbing steep hills, negotiating sandy roads, etc. besides enabling the vehicle to make an extremely fast breakaway from standstill.

The latter is accomplished by shifting the sleeve Q into low rangepreparatory to accelerating the vehiclefrom standstill and immediately depressing the accelerator pedal 59 to wide open I throttle position upon engagement of main clutch.

Ordinarily, the vehicle would be accelerated in low range with the sleeve Q engaged with the clutch teeth Hll'of gear I09 and the sleeve R in direct drive position with the teeth thereof engaged with the annulus gear clutch teeth.- However, upon full depression of the accelerator pedal, the sleeve R is shifted rearwardly into kickdown position by operation of the above described kickdown control mechanism simultaneously with opening of the throttle to wide open position. When sufiicient speed has been obtained in this speed ratio. an automatic shift to a higher ratio may be obtained by release of the accelerator pedal whereupon sleeve R will be shifted forwardly to direct drive position and further depression I shifts the yoke Ill rearwardly to mesh the reverse idler III with gears I08 and III.

As will be apparent from Figs. 9 and 15, shifting of the reverse rail I38 forwardly to mesh the reverse idler gear will cause the forward end of the rail to disengage the plunger 28! of the switch 284 and permit the switch to open. Opening of of the accelerator pedal will result in drivingof the vehicle in low range speed ratio. If the vehicle is travelling at a speed above the operating speed of the governor switch G at the time the accelerator pedal is released, sleeve Q will also be shifted into high range or direct drive position through the action of the servo-motor E and a shift from an extremely low speed driving ratio of 10.25 to 1 to direct drive ratio of 3.54 to 1 will have been accomplished. It may thus be seen that we have provided an extremely flexible vehicle driving mechanism which is automatically operable by power means in response to natural movements of the driver.

In order to drive the car, in reverse, the driver releases the main clutch C and shifts the selector lever I" clockwise of the steering column while holding the same in its upper path of movement whereupon the finger I" of the trunnion 7 the switch I will break the circuit from kickdown switch 11 to solenoid L and will prevent shifting of the sleeve R while driving in reverse. Kickdown operation of the sleeve R is therefore rendered impossible during reverse drive, the extremely low ratio drive obtainable thereby not being necessary.

The function of the knob m and switch P have alreathr been explained and the significance of the clutch pedal operated switch 30! is as follows. If the ignition should be cut oil at switches N or N at any time when the condition of the sleeves R and Q is such that coast load is imposed on the-teeth thereof, it might occur that the latch members I and!" will be disengaged and the pistons of the motors E and F will have moved sufficiently to take up the clearance between the operating rods and the piston head such that the switchesN and N will be operated to ground the ignition. Under such conditions, the engine A is stalled and it is impossible to start the same unless the ignition system is reestablished. As can be seen from the wiring diagram of Fig. 15, depression of the clutch pedal 04 will open the switch 30! and the ignition will be restored to permitthe engine to be started. As soon as the engine A is started, vacuum will be present in motors E and F and the pistons thereof will be moved to whatever positions the solenoids L and L are set to provide. Thus, normal operating conditions will be restored.

It will thus be seen that we have provided a simple mechanism for providing automatic shifting in a four speed transmission in which the breakaway speed ratio differs from the kickdown speed ratio and in which an emergency breakaway gear for fast get-away is provided, all of the said speed ratios being established in response to natural functional operations of the vehicle driver operated controls.

vWe claim:

1. In a vehicle power transmission having a member shiftable from neutral to a high-speed position and to a low-speed position, a vacuum motor for shifting said member including a chamber having a piston therein adapted to be moved to low-speed position by the action of a spring and to high-speed position by admission of vacuum into said chamber on one side of said piston; a piston rod'connected with said piston;

2. In a vehicle power transmission having a member shiftable from neutral to a high-speed position and to a low-speed position, a vacuum motor for shifting said member including a chamber having a piston therein adapted to be moved to low-speed position by the action of a spring and to high-speed position by admission of vacuum into said chamber on one side of said piston; a piston rod connected with said piston;

a switch disposed for operation by said piston rod and adapted to ground the vehicle ignition shiftable from neutral to a high speed position and to a low speed position, a servomotor for shifting said member, anelement actuated by said motor concurrently with shift of said member to positions corresponding to neutral, lowspeed and high-speed positions of said member. electrical means including a switch operable by said element for interrupting the normal operation of said ignition system thereby to facilitate shift of said member from high-speed to lowspeed position, said element being so arranged and constructed as to effect said interruption during shift of said member between high speed position and neutral and as to accommodate shift of said member between neutral and lowspeed position without said interruption.

4. In a power transmission for a vehicle having an ignition system and having a member shiftablefrom neutral to a high speed position and to a low speed position, a power motor for shifting said member, an electrical switch operable when closed to ground the vehicle ignition system, means operable by said motor for closing said switch during shift of said member between high speed and neutral positions to facilitate said shift, said means being arranged and constructed to permit reopening of said switch when said member is in neutral position and to permit said switch to be maintained in open position during shift of said member between neutral and low speed positions.

5. In a motor driven power transmission having a member shiftable from a neutral position to a high speed position and to a low speed position, a pressure differential motor for shifting said member, a switch operable when closed for interrupting the fiow of power between the motor and transmission to facilitate shift of said member from said high speed position to said low speed position, means operable to open said switch, a rod operable by said motor and disposed relative to said switch for actuating the same, said rod having positions corresponding relatively to said low, neutral, and high speed positions of said member, and said rod having a pair of lands at different radial distances from the axis of the rod and extending longitudinally thereof, one of said lands extending between said high speed and neutral positions of said rod and being adapted to actuate said switch to closed position and lock said switch in closed position within a distance coextensive with said land, and the other of said lands extending between said neutral and low speed positions of said rod and within the distance coextensive with said land permitting actuation of said switch by said switch disengaged from said clutch teeth, a high speed position where it is interengaged with said first set of clutch teeth to establish a high speed ratio drive in said transmission, and a low speed position where it is interengaged with said second set of clutch teeth to establish a low speed ratio drive in said transmission, said member and first set of teeth when engaged being subject to thrust transmission therebetween during drive in said high speed ratio so as to resist disengagement of said member until the drive torque thereon is unloaded, means for manually shifting said member, a servomotor for power shifting of said member, an element movable by said motor for effecting shift of said member between said high and low speed positions, said element being also movable in response to manual shifting of said member between said low speed position and neutral, means operable on said engine in response to actuation by said element when effecting movement of said member from high to low speed position for unloading the torque on saidmember to facilitate disengagement of said member from said first set of clutch teeth, said element including means accommodating manual shift of said member from said low speed position to neutral without effecting operation of said torque unloading means.

7. In a power transmission for a vehicle having an engine with an ignition system, a first set of clutch teeth, a second set of clutch teeth, a drive control member shiftable to interengage with said clutch teeth, said member having a neutral position where it is disengaged from said clutch teeth, a high speed position where it is interengaged with said first set of clutch teeth to establish a high speed ratio drive in said transmission and a low speed position where it is interengaged with said second set of clutch teeth to establish a low speed ratio drive in said transmission, said member and first set of teeth when engaged being subject to thrust transmission therebetween during drive in said high speed ratio so as to resist disengagement of said memher until the drive torque thereon is unloaded,

means for manually shifting said member, a servomotor for power shifting of said member, an element movable by said motor for effecting shift of said member between said high. and low speed positions, said element being also movable in response to manual shifting of said member between said low speed position and neutral, means for rendering the ignition circuit of said engine inoperative so as to unload said drive torque and thereby facilitate the disengagement of said member from said first set of clutch teeth when effecting shift of said member to said low speed position into engagement with said second set of clutch teeth, said element including means accommodating manual shift of said member from said low speed position to neutral without effecting operation of said ignition interrupting means. I

8. In a power transmission for a vehicle having an engine, a first set of clutch teeth, a second set of clutch teeth, a drive control member shiftable to interengage with said clutch teeth, said member having a neutral position where it is disengaged from said clutch teeth, a high speed position where it is interengaged with said first set of clutch teeth to establish a high speed ratio drive in said transmission, and a. low speed position where it is interengaged with said second set of clutch teeth to establish a low speed ratio drive in said transmission, said member and first set of teeth when engaged being subject to thrust transmission therebetween during drive in said high speed ratio so as to resist disengagement of said member until the drive torque thereon is unloaded, power means for effecting bias of said member in the direction of its high speed position, yielding means biasing said member in the direction of its low speed position, an element movable by said power means for effecting shift of said member between said high and low speed positions, means operable on said engine in response to actuation by said element when effecting movement of said element from high to low speed positions corresponding to the high 'and low speed positions of said member for unloading the drive to que on said member to facilitate its disengageme t, and means for releasably holding said element in its position corresponding to the high speed and neutral positions of said member against the bias of said yielding means.

9. In a motor vehicle driving system including an engine having an ignition circuit, positively interengageable drive control elements, one of which is movable into engagement with the other for establishing a drive of one ratio, said elements when engaged being subject to thrust transmission therebteween during said drive of one ratio so as to resist disengagement of said elements to release this drive until the drive torque on said elements is unloaded, said one element being movable to a position to establish a drive of a lower ratio upon disengagement of said elements and being movable to a neutral position intermediate said drive establishing positions wherein no drive is established, power means operable to.

establish said one drive control element in said drive of said one ratio, yielding means operable to establish said one drive control element in said lower ratio drive, means operable for relieving the drive torque on said drive control elements when effecting disengagement thereof in said one ratio drive, governor means for controlling operation of said torque releasing means and releasable holding means operable to hold said member in said one ratio drive position and in neutral against the bias of said yielding means.

10. In a power transmission for a vehicle having an engine provided with an ignition system, a toothed clutch member shiftable from a neutral position into engagement with a second toothed clutch member for establishing a relatively slow speed ratio drive in said transmission and shiftable into engagement with a third toothed clutch member for establishing a relatively fast speed ratio drive in said transmission, .said third toothed member and shiftable member when engaged being subject to thrust transmission therebetween during said fast speed ratio drive so as to resist disengagement of said shiftable member to release this drive until the drive torque on said member is unloaded, a pressure fluid operated motor for shifting said shiftable member into engagement with said third toothed member, said motor including an element operable thereby for transmitting shifting movement to said shiftable member, yielding means for biasing said element to transmit shifting movement to said shiftable member in a direction opposite tosaid fluid pressure motor, means operable by said element when downshifting said transmission to said slow speed ratio drive for interrupting the engine ignition system so as to unload said drive torque on said shiftable member and thereby facilitate said downshift and latch means operable upon said element in its positions corresponding to the said neutral and fast speed ratio drive position of said shiftable member for releasably holding said shiftable member in the said positions respectively against the action of said yielding means.

11. In a vehicle driving system including an engine having an ignition system, a transmission having a speed ratio drive establishing member operable to neutral, low speed and high speed positions, a servo member for operating said drive establishing member, said servo member having positions corresponding respectively to the neutral, low speed and high speed positions of said drive establishing member, means operable as an incident to movement of said servo member out of its high speed position for effecting interruption 'of said ignition to facilitate shift of said drive establishing member out of high speed position, and means for limiting said interruption to movement of said servo member between high speed and neutral positions.

12. In a vehicle driving system including an engine having an ignition system, a transmission having a speed ratio drive establishing member operable between high speed and low speed positions, servo means for operating said drive establishing member, said servo-means including a member having high and low speed positions corresponding respectively to the high and low speed positions of said drive establishing member,

means operable as an incident to movement of said servo member out of its said high speed position for, effecting interruption of said ignition to facilitate shift of said drive establishing member out of high speed position and means on said servo member movable relative to said ignition interruption effecting means prior to establishing said drive establishing member in said low speed position for accommodating restoration of said ignition by said interruption effecting means. 13. In a vehicle driving system including an engine having an ignition system, a transmission having a member operable between a high speed position and a low speed position, a fluid servomotor including a piston rod for operating said member in one direction of operation between said positions and resilient means for operating I said member in the opposite direction of operation between said positions, a switch operable by said piston rod to interrupt said ignition to facilitate operation of said member from said high speed position to said low speed position,

. said rod including structure operable relative to means operable on said piston for downshifting said member, a switch operable by said piston rod incident to its downshifting movement to interrupt said ignition to facilitate said downshifting operation of said member and structure on said rod movable relative to said switch at said neutral position of said member to facilitate operation of said switch for restoring said ignition system.

15. In a vehicle driving system including an engine having an ignition system. a transmission having a member shiftable from neutral to a high speed position and to a low speed position, a fluid motor for shifting said member including a chamber having a piston and piston rod therein adapted to shift said member in one direction between said high and low speed positions by action of fluid on one side of said piston and including a spring operable upon the other side of said piston for shifting said member in the opposite direction between said high and low speed positions, a. switch disposed for operation by said piston rod and adapted to interrupt said ignition system to facilitate shift of said member out of said high speed position, said switch including a plunger operable by said rod and said rod including a pair of grooves, one of which is of greater extent than the other.

22 16. A vehicle driving system as claimed in claim 14 including a manually operable switch for restoring said ignition system.

CARL A. NERACHER. WILLIAM T. DUNN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,185,528 Oddie- May 30, 1916 2,236,657 Webb Apr. 1, 1941 15 2,333,668 Neracher et al Nov. 9, 1943 2,373,453 Brunken Apr. 10, 1945 

